US2205526A - Safety lock for railway switches - Google Patents

Description

June 25, 1940. w. T. HARDY 2,205,526

SAFETY LOOK FOR RAILWAY SWITCHES Filed Feb. 3, 1939 2 Sheets-Sheet 1 awe/whom W/zz /AM 7' M420) Jun e 25, 1940. w, HARDY I 2,205,526

SAFETY LOCK FOR RAILWAY SWITCHES Filed Feb. 3, 1959 2 Sheets-Sheet 2 7 l7 l8 l9 3. 3mm

WILL/AM 7. Hmear CZWMN Y Patented June 25, 1940 UNITED STATES PATENT, OFFICE SAFETY LOCK non RAILWAY SWITCHES William T. Hardy, Bay City, Tex. Application February 3, 1939, Serial No. 254,368

2 Claims.

This invention relates to a safety lock for railway switches.

An object of the invention is to provide a safety lock adapted to be used in connection with the conventional switch stand and switch throwing meddlers and in such a case the switch is liable to be accidentally shifted into open position often resulting in accidents. It is the main object of this invention to provide a lock mechanism which will normally lock the switch in closed position to permit trains to pass along the main line and which will remain in locked position irrespective of the breakage or disability of the switch throwing apparatus.

It is another object of the invention to provide a switch locking device that may be readily released when it is desired to throw the switch into open position and which is of such construction as to be easily shielded or protected from injury or breakage of parts.

With the above and other objects in View the invention has particular relation to certain novel features of construction, operation and arrangement of parts, an example of which is given in this specification and illustrated in the accompanying drawings, wherein:

Figure 1 shows a plan view of a section of the main railway track showing a switch associated therewith in closed position, together with the switch stand, switch throwing mechanism and switch lock.

Figure 2 shows a transverse, sectional view taken on the line 22 of Figure 1 but showing the switch in open position.

Figure 3 Shows an enlarged, fragmentary, cross-sectional View showing the switch locked in closed position, and

Figure 4 shows an enlarged, longitudinal, sectional view.

Referring now more particularly to the drawings wherein like numerals of reference designate the same parts in each of the figures, the numerals l and 2 designate the rails of the main track and the numerals 3, 4 designate the rails of th switch track. The numeral 5 designates the switch stand in which is rotatably mounted the Vertical shaft 6 whose lower end is formed with the throw arm I. The shaft 6 may be turned back and forth by means of the handle 8 which is fixed thereto and which is provided with a depending lug 9 adapted to engage either of the notches H3 or H of the table l2 to move the switch points into closed or open position. The 10' free ends of the rails 2, 3 form the switch points which are fastened to the shift bar l3 arranged underneath them and a link I4 is pivoted at one end to the, outer end of the throw arm land is connected at its other end to the adjacent end of the bar [3.

It is obvious that by shifting the handle 8 the switch may be thrown into open position, or into closed position. The mechanism hereinbefore described is conventional and in common use. It

often happens, however, that the switch throwing mechanism may become broken and in such case there is nothing to prevent the switch from becoming accidentally opened by vibration of passing trains or from other causes.

The safety lock hereinafter described is intended for the purpose of securely holding the switch locked in closed position as shown in Figure 1. For this purpose a plate-like casing I5 is supported on the cross-tie l6 and forms a support for the rail 4 as well as for the adjacent switch point of the rail 2 as more clearly shown in Figures 1 and 3. This plate 15 is securely bolted or otherwise secured to the tie underneath and is formed with a guideway l1 therein in which the release bar I8 is slidably mounted, the inner end of said release bar being tapered-or wedge-shaped. A push rod I9 has its inner end connected to the outer end of said push bar and its outer end slides through a bearing in the bracket 20, provided for the purpose and secured to the side of the tie 2|. The outer end of the rod [9 has the head 22 thereon and surrounding said rod between the bracket 20 and the head'22 there is a strong coil spring 23. This spring normally holds the releasebar I8 withdrawn, or in outer position, as shown in Figure 3.

Pivoted to the inner side of the switch point of the rail 2 there is an inwardly extended latch 24 whose free end is downwardly turned and thus adapted to project through an opening 25 in the upper side of the casing l5. A pressure spring 26 has one end secured tosaid switch point and it normally presses downwardly against the latch 24, as shown in Figure 3. 66

Pivotally mounted within the inner end of the guideway I! there is a release arm 21 whose free end 21a is upturned and in alignment with the opening 25.

When the switch is in open position, as shown in Figure 1, the latch 24 will engage through the opening 25 and will securely lock the switch in that position. The latch 24, the opening 25 and the spring 26 are all enclosed and protected by means of a hood 28 which is fastened to the corresponding switch point.

If it be desired to open the switch the rod 19 may be forced inwardly thus forcing the release bar l8 inwardly and its tapering inner end will engage underneath the free end of the arm 21 elevating it and causing its upturned end 21a to lift the downwardly turned end of'the latch 24' out of the opening 25. The switch will thus be free to be opened by an appropriate manipulation of the lever 8, the latch riding upon the top of the casing l5 as shown in Figure 2.

Upon release of the rod IS the spring 23 will withdraw the release bar 18 from under the arm 21 permitting said arm to drop down into inactive position. When the switch is again moved to closed position the latch 24 will automatically drop through the opening 25 when it comes into registration therewith so as to again lock the switch in the closed position shown in Figures 1 and 3.

What I claim is:

1. The combination with a railway track having a switch which includes movable rails, means connected to the movable rails and effective to move said rails to open or close the switch, a casing underneath one of the track rails having an opening, a latch movably connected to one of the movable rails and having a downwardly turned end arranged to drop by gravity into said opening when the switch is moved to one position, a yieldable member normally urging the latch into said opening whereby the switch will be locked in said position, a release arm housed within the casing and having an upturned end aligned with said opening and by means of which the latch may be elevated and released to allow the switch to move to another position, and

manually operable means efiective when actuated to elevate the arm and latch to release the latch to allow movement of the switch.

2. The combination with a railway track having a switch which includes movable rails, means connected to the movable rails and effective to move said rails to open or close the switch, a casing underneath one of the track rails having an opening, a latch movably connected to one of the movable rails and having a downwardly turned end arranged to drop by gravity into said opening when the switch is moved to one position, a release arm housed Within the casing and having an upturned end aligned with said opening and by means of which the latch may be elevated and released to allow the switch to move to another position, and manually operable means effective when actuated to elevate the arm and latch to release the latch to allow movement of the switch.

WILLIAM 'I. HARDY.

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